JP2010180723A - Internal combustion engine, automobile, and failure diagnosing method of exhaust gas recirculation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more adequately perform failure diagnosis of an exhaust gas recirculation device with fuel injection stopped to an internal combustion engine. <P>SOLUTION: In the case where conditions of executing failure diagnosis of an EGR system are satisfied, with a fuel-cut engine driven by a motor (S120), the air intake pressure with an EGR valve in a totally closed state Pin as a first pressure Pin1, the air intake pressure Pin having the intake air volume accumulated value Ga reaching a threshold value Gref or more after having the EGR valve opened to a predetermined opening degree as a second pressure Pin2, and the air intake pressure Pin after passage of a predetermined time period with the EGR valve in a totally closed state as a third pressure Pin3 are input (S130-S210). Failure diagnosis of the EGR system 160 is carried out by comparison of a failure diagnostic value Pj obtained by subtracting the average value of the first pressure Pin1 and the third pressure Pin3 from the second pressure Pin2 and the threshold value Pref (S220-S250). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a failure diagnosis method for an internal combustion engine device, an automobile, and an exhaust gas recirculation device, and more specifically, by adjusting an opening degree of an exhaust gas recirculation valve provided in a communication pipe connecting an exhaust pipe and an intake pipe. INTERNAL COMBUSTION ENGINE APPARATUS AND INTERNAL COMBUSTION ENGINE APPARATUS, INCLUDING AN INTERNAL COMBUSTION ENGINE WITH AN EXHAUST RECYCLE APPARATUS FOR ADJUSTING THE REcirculation By Adjusting A Recirculation Amount Of Exhaust Pipe Return The present invention relates to a failure diagnosis method for an exhaust gas recirculation device in an automobile equipped with an engine device and the internal combustion engine device described above.

  Conventionally, as this type of internal combustion engine apparatus, an apparatus mounted on a vehicle, which can output traveling power, and exhaust gas recirculation (EGR) that recirculates part of the exhaust gas of the internal combustion engine to an intake system. And a device for performing failure diagnosis of the exhaust gas recirculation device during fuel cut during deceleration (for example, see Patent Document 1). In this vehicle, the exhaust gas recirculation system is based on the pressure difference between the in-cylinder pressure when EGR is turned off during fuel cut during deceleration and the in-cylinder pressure when EGR is forcibly turned on during fuel cut and a predetermined time elapses. Perform fault diagnosis. Further, by performing a fault diagnosis of the exhaust gas recirculation device in this way, torque shocks and the like due to combustion fluctuations are suppressed compared to those in which the fault diagnosis of the exhaust gas recirculation device is performed during steady operation.

JP-A-9-144609

  However, in the above-described internal combustion engine device, the failure diagnosis of the exhaust gas recirculation device is performed based on the in-cylinder pressure when the EGR is forcibly turned on during a fuel cut and a predetermined time elapses. Therefore, the failure diagnosis cannot be performed properly. In some cases, the fuel cut time may be longer than necessary. Since the time required for the in-cylinder pressure to converge when the fuel of the internal combustion engine is cut and the EGR is forcibly turned on depends on the rotational speed of the internal combustion engine, when the rotational speed of the internal combustion engine is small, the unconverged cylinder A failure diagnosis of the exhaust gas recirculation device is performed using the internal pressure, and an appropriate failure diagnosis cannot be performed. On the other hand, when the rotational speed of the internal combustion engine is high, the failure diagnosis of the exhaust gas recirculation device is performed using the in-cylinder pressure after an unnecessarily long time has elapsed, and the fuel cut time is longer than necessary.

  The main purpose of the failure diagnosis method for an internal combustion engine device, an automobile, and an exhaust gas recirculation device according to the present invention is to more appropriately perform failure diagnosis of the exhaust gas recirculation device in a state where fuel injection to the internal combustion engine is stopped.

  In order to achieve the above-described main object, the internal combustion engine device, the automobile, and the exhaust gas recirculation failure diagnosis method of the present invention employ the following means.

The internal combustion engine device of the present invention is
Exhaust gas that recirculates exhaust gas by adjusting the recirculation amount of the exhaust gas to the intake pipe by adjusting the opening of an exhaust gas recirculation valve provided in a communication pipe that connects the exhaust pipe and the intake pipe An internal combustion engine device comprising: an internal combustion engine to which a recirculation device is attached; and an electric motor capable of motoring the internal combustion engine,
An intake pipe pressure detecting means for detecting the pressure of the intake pipe;
The internal combustion engine and the electric motor are controlled so that the internal combustion engine is motored in a state where fuel injection is stopped when a predetermined diagnosis condition is satisfied, and the exhaust gas is controlled while the internal combustion engine is motored. After the recirculation valve is fully closed and the exhaust gas recirculation valve is fully closed, the pressure detected by the intake pipe pressure detection means is input as the first pressure, and after the first pressure is input When the exhaust recirculation valve is set to a predetermined opening and the exhaust recirculation valve is set to the predetermined opening, the intake pipe pressure is detected when the estimated value of the intake air amount reaches a predetermined value or more. Failure diagnosis means for inputting a pressure detected by the means as a second pressure and diagnosing a failure of the exhaust gas recirculation device based on the first pressure and the second pressure;
It is a summary to provide.

  In the internal combustion engine device of the present invention, when a predetermined diagnostic condition is satisfied, the internal combustion engine and the electric motor are controlled so that the internal combustion engine is motored in a state where fuel injection is stopped, and the internal combustion engine is motored. In this state, the exhaust pipe recirculation valve is fully closed and the exhaust pipe recirculation valve is fully closed, the pressure of the intake pipe detected as the first pressure is input, and after the first pressure is input, the exhaust gas is exhausted. The pressure of the intake pipe detected when the estimated value of the integrated value of the intake air amount reaches a predetermined value or more with the recirculation valve at a predetermined opening and the exhaust recirculation valve at the predetermined opening The exhaust gas recirculation device is diagnosed for failure based on the first pressure and the second pressure. The convergence of the intake pipe pressure when the exhaust recirculation valve is set to a predetermined opening is considered to be due to the integrated value of the intake air amount. By inputting the pressure of the intake pipe when the estimated value reaches a predetermined value or more as the second pressure, the malfunction of the exhaust gas recirculation device can be improved more appropriately regardless of the rotational speed of the motorized internal combustion engine. Can be diagnosed.

  In such an internal combustion engine device of the present invention, the failure diagnosis means sets a count value counted up using a larger value as the number of rotations of the internal combustion engine is larger as a count-up amount of a count value counted up every predetermined time. It may be a means for inputting the second pressure when the estimated value of the integrated value of the intake air amount reaches a predetermined value or more when the count value is reached. In this way, the timing for inputting the second pressure can be set using a counter value that counts up using a count-up amount corresponding to the rotational speed of the internal combustion engine, and an integrated value of the intake air amount is calculated. There is no need.

  Further, in the internal combustion engine device of the present invention, the failure diagnosis means may be means for controlling the internal combustion engine to be motored at a rotational speed when the predetermined diagnosis condition is satisfied. . In this way, it is possible to diagnose the failure of the exhaust gas recirculation device more quickly than when the internal combustion engine is motored at a preset rotational speed.

  Alternatively, in the internal combustion engine device according to the present invention, the failure diagnosis unit may have a failure in the exhaust gas recirculation device when a value obtained by subtracting the first pressure from the second pressure is less than a predetermined pressure. It can also be a means of diagnosis.

  Further, in the internal combustion engine device of the present invention, the failure diagnosis means is configured to close the exhaust recirculation valve after the second pressure is input and fully close the exhaust recirculation valve. Means for inputting a pressure detected by the intake pipe pressure detecting means as a third pressure and diagnosing a failure of the exhaust gas recirculation device based on the first pressure, the second pressure, and the third pressure. It can also be. In this case, the failure diagnosing means causes a failure in the exhaust gas recirculation device when a value obtained by subtracting an average value of the first pressure and the third pressure from the second pressure is less than a predetermined pressure. It can also be a means of diagnosing the presence.

  In the internal combustion engine device according to the present invention, the output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the third shaft are connected to the three shafts, and the power input / output to / from any two of the three shafts. On the basis of this, it is possible to provide three-axis power input / output means for inputting / outputting power to / from the remaining shaft.

  The automobile of the present invention is an internal combustion engine device of the present invention having the above-described three-axis power input / output means, that is, basically an exhaust gas recirculation provided in a communication pipe that connects the exhaust pipe and the intake pipe. An internal combustion engine equipped with an exhaust gas recirculation device that adjusts a recirculation amount of exhaust gas from the exhaust pipe to the intake pipe by adjusting an opening degree of the circulation valve, and motoring the internal combustion engine A residual motor based on the power inputted to and outputted from any two of the three shafts, which is connected to the three shafts of the possible motor, the output shaft of the internal combustion engine, the rotating shaft of the motor, and the third shaft. And an intake pipe pressure detecting means for detecting the pressure of the intake pipe, and when a predetermined diagnostic condition is satisfied. The internal combustion engine is motorized with fuel injection stopped. The internal combustion engine and the electric motor are controlled so that the exhaust gas recirculation valve is fully closed and the exhaust gas recirculation valve is fully closed while the internal combustion engine is motored. The pressure detected by the pipe pressure detecting means is input as a first pressure, and after the first pressure is input, the exhaust gas recirculation valve is set to a predetermined opening and the exhaust gas recirculation valve is set to the predetermined opening. In this state, when the estimated value of the integrated value of the intake air amount reaches a predetermined value or more, the pressure detected by the intake pipe pressure detecting means is input as the second pressure, and the first pressure and the first pressure And a failure diagnosing means for diagnosing a failure of the exhaust gas recirculation device based on the pressure of 2. The gist of the invention is that the third shaft is connected to an axle.

  In the automobile of the present invention, the internal combustion engine device of the present invention having the above-described three-axis power input / output means is mounted. Therefore, for example, the effect of the internal combustion engine device of the present invention, for example, the motorized internal combustion engine The same effect as that the failure of the exhaust gas recirculation device can be diagnosed more appropriately regardless of the rotational speed can be achieved.

The exhaust gas recirculation device failure diagnosis method of the present invention includes:
Exhaust gas that recirculates exhaust gas by adjusting the recirculation amount of the exhaust gas to the intake pipe by adjusting the opening of an exhaust gas recirculation valve provided in a communication pipe that connects the exhaust pipe and the intake pipe A failure diagnosis method for the exhaust gas recirculation device in an internal combustion engine device comprising: an internal combustion engine to which a recirculation device is attached; and an electric motor capable of motoring the internal combustion engine,
The internal combustion engine and the electric motor are controlled so that the internal combustion engine is motored at a substantially constant rotation speed while fuel injection is stopped, and the exhaust gas recirculation valve is set in the motored state. A first pressure that is the pressure of the intake pipe pressure in the fully closed state, and an estimated value of the integrated value of the intake air amount in a state where the exhaust gas recirculation valve is set to a predetermined opening after the detection of the first pressure Detecting a second pressure that is a pressure of the intake pipe when the pressure reaches a predetermined value or more, and diagnosing a failure of the exhaust gas recirculation device based on the first pressure and the second pressure To
It is characterized by that.

  In the exhaust gas recirculation apparatus failure diagnosis method according to the present invention, the internal combustion engine and the electric motor are controlled so that the internal combustion engine is motored at a substantially constant rotation speed while the fuel injection is stopped, and the internal combustion engine is motored. In a state where the exhaust gas recirculation valve is fully closed, the intake pressure is the first pressure which is the pressure of the intake pipe pressure, and the intake air amount in a state where the exhaust gas recirculation valve is set to a predetermined opening after the first pressure is detected. A second pressure which is the pressure of the intake pipe when the estimated value of the integrated value of the exhaust gas reaches a predetermined value or more is detected, and the failure of the exhaust gas recirculation device based on the first pressure and the second pressure Diagnose. The convergence of the intake pipe pressure when the exhaust recirculation valve is set to a predetermined opening is considered to be due to the integrated value of the intake air amount. By inputting the pressure of the intake pipe when the estimated value reaches a predetermined value or more as the second pressure, the malfunction of the exhaust gas recirculation device can be improved more appropriately regardless of the rotational speed of the motorized internal combustion engine. Can be diagnosed.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device as one embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 5 is a flowchart showing an example of an EGR failure diagnosis routine executed by an engine ECU 24. The time of the intake pressure difference ΔP from the fully closed state when the EGR valve 164 is opened from the fully closed state by the stepping motor 163 by 20, 26, 32 steps when the rotational speed Ne of the engine 22 is 900 rpm and 2000 rpm. It is explanatory drawing which shows an example of a change. It is a flowchart which shows an example of the EGR failure diagnostic routine of a modification. It is explanatory drawing which shows an example of the map for count-up amount setting. It is a flowchart which shows an example of the EGR failure diagnostic routine of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device as one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire vehicle. Here, the internal combustion engine apparatus of the embodiment mainly includes an engine 22, a power distribution and integration mechanism 30 for motoring the engine 22 and a motor MG 1, and an engine electronic control unit 24 to be described later for controlling the engine 22. This corresponds to a motor electronic control unit 40 which controls the motor MG1, which will be described later.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the combustion chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. The exhaust from the engine 22 is discharged to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). And is supplied to the intake side via an exhaust gas recirculation device (hereinafter referred to as an “EGR (Exhaust Gas Recirculation) system”) 160. The EGR system 160 includes an EGR pipe 162 that is connected to the rear stage of the purification device 134 and supplies exhaust gas to a surge tank on the intake side, and an EGR valve 164 that is disposed in the EGR pipe 162 and is driven by a stepping motor 163. Then, by adjusting the opening degree of the EGR valve 164, the recirculation amount of the exhaust gas as the non-combustion gas is adjusted to the intake side. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber. Hereinafter, the recirculation of the exhaust of the engine 22 to the intake side is referred to as EGR, and the amount of the exhaust gas recirculated to the intake side is referred to as an EGR amount Ve.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The cooling water temperature Tw from the sensor 142, the intake valve 128 that performs intake and exhaust to the combustion chamber, the cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle that detects the position of the throttle valve 124 The throttle opening Ta from the valve position sensor 146, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, and the intake pressure for detecting the pressure in the intake pipe Barometric pressure sensor 158 The intake pressure Pin, the catalyst temperature Tc from the catalyst temperature sensor 134a attached to the purifier 134, the air-fuel ratio from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and the occurrence of knocking attached to the cylinder block. The knock signal Ks from the knock sensor 159 that detects the vibration that accompanies it, the EGR valve opening EV from the EGR valve opening sensor 165 that detects the opening of the EGR valve 164, and the like are input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, the drive signal to the stepping motor 163 that adjusts the opening degree of the EGR valve 164, and the like are output. It is output through the port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140, and the intake air amount Qa from the air flow meter 148 and the rotational speed of the engine 22. The volumetric efficiency (ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated based on Ne, or the intake air amount Qa from the air flow meter 148 and the EGR valve Based on the EGR valve opening degree EV from the opening degree sensor 165 and the rotational speed Ne of the engine 22, an EGR rate Re as a ratio of the EGR amount Ve to the sum of the EGR amount Ve and the intake air amount Qa of the engine 22 is calculated. Or based on the magnitude and waveform of the knock signal Ks from the knock sensor 159. It is or calculating the knock intensity Kr indicating the occurrence level of knocking.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the hybrid electronic control unit 70 requires the required torque Tr to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. * Is set, and the conversion factor is converted into the rotation speed obtained by dividing the rotation speed Nr of the ring gear shaft 32a (for example, the rotation speed Nm2 of the motor MG2 by the gear ratio of the reduction gear 35) to the set required torque Tr *. The traveling power Pr * required for traveling is calculated by multiplying the number of revolutions obtained by multiplication), and charging / discharging of the battery 50 obtained from the calculated traveling power Pr * based on the remaining capacity (SOC) of the battery 50 As the power to be output from the engine 22 by reducing the required power Pb * (positive value when discharging from the battery 50) An engine using an operation line (for example, a fuel efficiency optimum operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can set the required power Pe * and output the required power Pe * from the engine 22 efficiently. The target rotational speed Ne * and the target torque Te * of 22 are set so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from the motor MG1 is set by the rotational speed feedback control, and a torque acting on the ring gear shaft 32a via the power distribution and integration mechanism 30 when the motor MG1 is driven by the torque command Tm1 *. The torque command Tm2 * of the motor MG2 is set by subtracting from the required torque Tr *, and the target rotational speed Ne * Send for the engine ECU24 target torque Te * city, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * sets a target EGR rate Re * as a target value for the EGR rate Re based on the target rotational speed Ne * and the target torque Te *. In addition, intake air amount control, fuel injection control, ignition control, and the like of the engine 22 are performed so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te * so that the EGR rate Re becomes the target EGR rate Re *. The opening degree of the EGR valve 164 of the EGR system 160 is adjusted. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  In the motor operation mode, the hybrid electronic control unit 70 sets the torque command Tm1 * of the motor MG1 to a value of 0 and the required torque Tr * as a drive shaft within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm2 * of the motor MG2 is set so as to be output to the shaft 32a and transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation at the time of failure diagnosis of the EGR system 160 will be described. FIG. 3 is a flowchart showing an example of an EGR failure diagnosis routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time until the failure diagnosis of the EGR system 160 is completed.

  When the EGR failure diagnosis routine is executed, first, the rotational speed Ne of the engine 22, the cooling water temperature Tw from the water temperature sensor 142, the intake air amount Qa from the air flow meter 148, the EGR valve opening from the EGR valve opening sensor 165, Data such as EV is input (step S100), and it is determined whether or not a condition for executing failure diagnosis is satisfied (step S110). In the embodiment, the conditions for executing the failure diagnosis include a condition that a predetermined time (for example, 1 second) has elapsed since the fuel cut of the engine 22 has been executed, and the intake air amount Qa has changed by a predetermined amount or more. A condition in which a predetermined time (for example, 1 second) or more has elapsed since the time, a condition in which the amount of change Ne per unit time of the engine 22 is less than a predetermined change amount (for example, 100 rpm), and the EGR valve 164 There are a condition that a predetermined time (for example, 1 second) has passed since the closing, a condition that the cooling water temperature Tw is a predetermined temperature (for example, 70 ° C.) or more, and all these conditions are satisfied. Sometimes it is determined that a condition for executing failure diagnosis is satisfied, and it is determined that a condition for executing failure diagnosis is not satisfied when any of these conditions is not satisfied. When it is determined that the condition for executing the failure diagnosis is not satisfied, this routine is immediately terminated.

  On the other hand, when it is determined that the condition for executing the failure diagnosis is satisfied, a control signal indicating that the motoring of the engine 22 is continued for failure diagnosis of the EGR system 160 is transmitted to the hybrid electronic control unit 70. (Step S130), the intake pressure Pin detected by the intake pressure sensor 158 when the EGR valve 164 is in the fully closed state is input as the first pressure Pin1 (Step S130). Here, the hybrid electronic control unit 70 that has received the control signal sets the torque command Tm1 * of the motor MG1 so that the engine 22 is motored at the number of revolutions at that time, and the battery in a state where the engine 22 is motored. The torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of 50 input / output limits Win, Wout, and the set torque commands Tm1 *, Tm2 * are set. It transmits to motor ECU40. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Thereby, it becomes possible to execute a failure diagnosis of the EGR system 160 while traveling.

  Subsequently, the stepping motor 163 is driven to set the EGR valve 164 to a predetermined opening (for example, 30 step or 40 step in the stepping motor 163) (step S140), and the intake air amount calculated by integrating the intake air amount Qa. Waiting for the integrated value Ga to reach the threshold value Gref or more (steps S150 to S170), the intake pressure Pin detected by the intake pressure sensor 158 is input as the second pressure Pin2 (step S180). That is, the EGR valve 164 is opened to a predetermined opening, the intake air amount Qa is input until the intake air amount integrated value Ga reaches the threshold value Gref or more, and the intake air amount Qa input to the previously calculated intake air amount integrated value Ga. Is added to calculate a new intake air amount integrated value Ga, and a series of processes of comparing the new intake air amount integrated value Ga with the threshold value Gref are repeated. Thereafter, the intake pressure Pin is input as the second pressure Pin2. It is. Here, the threshold value Gref is set as an intake air amount integrated value Ga required until the intake pressure Pin converges after the EGR valve 164 is set to a predetermined opening, and can be determined by experiments or the like. The time of the intake pressure difference ΔP from the fully closed state when the EGR valve 164 is opened from the fully closed state by the stepping motor 163 by 20, 26, 32 steps when the rotational speed Ne of the engine 22 is 900 rpm and 2000 rpm. An example of the change is shown in FIG. As can be seen from FIG. 4, the intake pressure difference ΔP converges in a short time when the engine speed Ne is large, and it takes time for the intake pressure difference ΔP to converge when the engine speed Ne is small. This can be considered to be independent of the rotational speed Ne of the engine 22 in view of the intake air amount integrated value Ga. In the embodiment, in consideration of this, the intake pressure Pin after the EGR valve 164 is opened to a predetermined opening is input as the second pressure Pin2. The intake air amount integrated value Ga is set to a value of 0 as an initial value when the EGR valve 164 is set to a predetermined opening.

  Next, the stepping motor 163 is driven to fully close the EGR valve 164 (step S190). After a predetermined time (for example, 1 second) has elapsed in this state (step S200), the pressure is detected by the intake pressure sensor 158. The intake pressure Pin is input as the third pressure Pin3 (step S210). Then, the failure diagnosis value Pj is calculated as a value obtained by subtracting the average of the first pressure Pin1 and the third pressure Pin3 from the input second pressure Pin2 (step S220), and the failure diagnosis value Pj is compared with the threshold value Pref (step S220). S230) When the failure diagnosis value Pj is equal to or greater than the threshold value Pref, it is determined that the EGR system 160 is normal (step S240), and a control signal indicating that the failure diagnosis is completed is transmitted to the hybrid electronic control unit 70 ( In step S260, this routine is terminated. When the failure diagnosis value Pj is less than the threshold value Pref, it is determined that a failure has occurred in the EGR system 160 (step S250), and a control signal indicating that the failure diagnosis has been completed is used for the hybrid. It transmits to the electronic control unit 70 (step S260), and this routine is complete | finished. This determination is based on the fact that there is a sufficient pressure difference between the second pressure Pin2, the first pressure Pin1, and the third pressure Pin3 if no failure has occurred in the EGR system 160.

  According to the internal combustion engine device mounted on the hybrid vehicle 20 of the embodiment described above, when the condition for executing the failure diagnosis of the EGR system 160 is satisfied, the engine 22 is motored by the motor MG1 with the fuel cut. The engine 22 and the motor MG1 are controlled so that the engine 22 is motored, the intake pressure Pin when the EGR valve 164 is fully closed is set to the first pressure Pin1, and the EGR valve 164 is opened to a predetermined opening degree. The intake pressure Pin when the intake air amount integrated value Ga later reaches or exceeds the threshold value Gref is set as the second pressure Pin2, and then the intake pressure Pin when the EGR valve 164 is fully closed and a predetermined time has elapsed is set as the third pressure Pin3. Input and failure obtained by subtracting the average of the first pressure Pin1 and the third pressure Pin3 from the second pressure Pin2 By performing failure diagnosis of the EGR system 160 by comparing the cutoff value Pj and the threshold value Pref, that is, by using the intake pressure Pin that has converged after opening the EGR valve 164 to a predetermined opening as the second pressure Pin2. Regardless of the rotational speed Ne of the engine 22, the failure diagnosis of the EGR system 160 can be performed more appropriately.

  In the internal combustion engine device mounted on the hybrid vehicle 20 of the embodiment, the intake air amount integrated value Ga is calculated by integrating the intake air amount Qa detected by the air flow meter 148 after opening the EGR valve 164 to a predetermined opening. When the calculated intake air amount integrated value Ga reaches or exceeds the threshold value Gref, the intake pressure Pin is input as the second pressure Pin2. However, the intake air amount integrated value is obtained by integrating the intake air amount Qa. The intake air amount integrated value Ga is estimated from the intake pressure Pin from the intake pressure sensor 158, the EGR valve opening degree EV, the rotational speed Ne of the engine 22, and the like, and is not limited to the one that calculates Ga. The intake pressure Pin may be input as the second pressure Pin2 when the air amount integrated value Ga reaches the threshold value Gref or more. For determining the timing at which the intake pressure Pin is input as the second pressure Pin2 using the rotational speed Ne of the engine 22, a counter that counts up using a count-up amount ΔC that increases as the rotational speed Ne of the engine 22 increases. When C reaches a threshold value Cref that corresponds to the intake air amount integrated value Ga reaching the threshold value Gref, the intake pressure Pin may be input as the second pressure Pin2. A part of an example of the EGR failure diagnosis routine in this case is shown in FIG. In the EGR failure diagnosis routine of FIG. 5, since the same processing as the processing of steps S100 to S140 and the processing of steps S180 to S260 of the EGR failure diagnosis routine of FIG. 3 is performed, illustration of this portion is omitted. In the EGR failure diagnosis routine of FIG. 5, when the first pressure Pin1 is input and the EGR valve 164 is opened to a predetermined opening (step S140), the rotational speed Ne of the engine 22 is increased until the counter C reaches a threshold value Cref or more. The count-up amount is set using the count-up amount setting map illustrated in FIG. 6 in which a larger value of the count-up amount ΔC is set as the number of revolutions Ne of the engine 22 increases and the input number of rotations Ne of the engine 22. The process of setting ΔC and counting up the counter C using the set count-up amount ΔC (steps S150B, S155B, S160B, S170B) is repeated. When the counter C reaches the threshold value Cref or more, the intake pressure Pin detected by the intake pressure sensor 158 is input as the second pressure Pin2 (step S180). The counter C in the EGR failure diagnosis routine of FIG. 5 reflects the intake air amount integrated value Ga, considering that the greater the rotational speed Ne of the engine 22, the greater the increase in the intake air amount integrated value Ga. Therefore, it can be considered as an index for estimating the intake air amount integrated value Ga. That is, the EGR failure diagnosis routine of FIG. 5 uses the counter C that is counted up by the count-up amount ΔC corresponding to the rotational speed Ne of the engine 22 as an index for estimating the intake air amount integrated value Ga. It can be said that the timing to input as the two-pressure Pin2 is determined. Therefore, even when the EGR failure diagnosis routine of FIG. 5 is executed, the same effect as when the EGR failure diagnosis routine of FIG. 3 is executed, that is, the failure diagnosis of the EGR system 160 can be performed more appropriately. be able to. The counter C is set to 0 as an initial value when the EGR valve 164 is set to a predetermined opening.

  In the internal combustion engine device mounted on the hybrid vehicle 20 of the embodiment, the intake air pressure Pin when the EGR valve 164 is fully closed is set to the first pressure Pin1, and the intake air amount integrated value after the EGR valve 164 is opened to a predetermined opening degree. The intake pressure Pin when Ga reaches the threshold value Gref or more is set as the second pressure Pin2, and then the intake pressure Pin when the EGR valve 164 is fully closed and a predetermined time has elapsed is input as the third pressure Pin3. Although the failure diagnosis value Pj obtained by subtracting the average of the first pressure Pin1 and the third pressure Pin3 from Pin2 and the threshold value Pref are compared, the failure diagnosis of the EGR system 160 is performed. The intake air amount integrated value Ga after the first pressure Pin1 which is the intake pressure Pin in the closed state and the EGR valve 164 are opened to a predetermined opening degree. Or as to perform failure diagnosis of the EGR system 160 through the second pressure Pin2 a suction pressure Pin when reaches the above threshold value Gref. In this case, as shown in the EGR failure diagnosis routine of the modification of FIG. 7, when the second pressure Pin2 is input (step S180), the failure diagnosis value Pj is obtained as a value obtained by subtracting the first pressure Pin1 from the input second pressure Pin2. (Step S220C), when the failure diagnosis value Pj is the threshold value Pref, it is determined that the EGR system 160 is normal (steps S230 and S240). When the failure diagnosis value Pj is less than the threshold value Pref, a failure is detected in the EGR system 160. It may be determined that it has occurred (steps S230 and S250).

  In the embodiment, as the hybrid vehicle 20, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The power may be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  Further, the present invention is not limited to those applied to the internal combustion engine device mounted on such a hybrid vehicle, but may be in the form of an internal combustion engine device mounted on a vehicle that does not include a traveling motor, or a vehicle or ship other than the vehicle. The configuration of an internal combustion engine device mounted on a moving body such as an aircraft or the configuration of an internal combustion engine device incorporated in a non-moving facility such as a construction facility may be used. Furthermore, it is good also as a form of the failure diagnostic method of the exhaust gas recirculation apparatus in such an internal combustion engine apparatus.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 to which the EGR system 160 is attached corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “electric motor”, the intake pressure sensor 158 corresponds to the “intake pipe pressure detection means”, and the EGR system When the condition for executing the failure diagnosis of 160 is established, the engine 22 and the motor MG1 are controlled so that the engine 22 is motored by the motor MG1 in a state where the fuel is cut off, and the EGR is performed while the engine 22 is motored. The intake pressure Pin when the valve 164 is in the fully closed state is the first pressure Pin1, and the intake pressure Pin when the intake air amount integrated value Ga reaches the threshold value Gref or more after the EGR valve 164 is opened to a predetermined opening is set to the first pressure Pin1. After that, the intake pressure Pin is set to the third pressure P2 when the predetermined time has elapsed with the EGR valve 164 fully closed. The fault diagnosis of the EGR system 160 is performed by comparing the fault diagnosis value Pj obtained by subtracting the average of the first pressure Pin1 and the third pressure Pin3 from the second pressure Pin2 and the threshold value Pref. The engine ECU 24 that executes the EGR failure diagnosis routine, the hybrid electronic control unit 70 that controls the motor MG1 and the like, and the motor ECU 40 correspond to “failure diagnosis means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a hydrogen engine or the like provided that an exhaust gas recirculation device is attached. Any type of internal combustion engine may be used. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power, such as an induction motor. The “intake pipe pressure detecting means” is not limited to the intake pressure sensor 158, and any means may be used as long as it detects the pressure of the intake pipe. The “failure diagnosis means” is not limited to the combination of the engine ECU 24, the hybrid electronic control unit 70, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “failure diagnosis means” controls the engine 22 and the motor MG1 so that the motor 22 is motored by the motor MG1 when the condition for executing the failure diagnosis of the EGR system 160 is satisfied. When the engine 22 is motored, the intake pressure Pin when the EGR valve 164 is fully closed is set to the first pressure Pin1, and after the EGR valve 164 is opened to a predetermined opening, the intake air amount integrated value Ga is a threshold value. The intake pressure Pin when the pressure reaches Gref or higher is set as the second pressure Pin2, and then the EGR valve 164 is fully closed and the intake pressure Pin when the predetermined time has elapsed is input as the third pressure Pin3. The failure diagnosis value Pj obtained by subtracting the average of the first pressure Pin1 and the third pressure Pin3 is compared with the threshold value Pref. Thus, the failure diagnosis of the EGR system 160 is not limited, and the intake air amount integrated value Ga is determined from the intake pressure Pin from the intake pressure sensor 158, the EGR valve opening degree EV, the rotational speed Ne of the engine 22, and the like. When the estimated intake air amount integrated value Ga reaches or exceeds the threshold value Gref, the intake pressure Pin is input as the second pressure Pin2, or the intake pressure Pin when the EGR valve 164 is in the fully closed state. Failure diagnosis of the EGR system 160 is performed by using a first pressure Pin1 and a second pressure Pin2 that is an intake pressure Pin when the intake air amount integrated value Ga reaches a threshold value Gref after the EGR valve 164 is opened to a predetermined opening. The internal combustion engine is motored with fuel injection stopped when predetermined diagnostic conditions such as Pressure detected by the intake pipe pressure detection means with the exhaust gas recirculation valve fully closed and the exhaust gas recirculation valve fully closed while the internal combustion engine is motored while controlling the combustion engine and the electric motor Is input as the first pressure, and after the first pressure is input, the estimated value of the integrated value of the intake air amount in a state where the exhaust gas recirculation valve is set to a predetermined opening and the exhaust gas recirculation valve is set to the predetermined opening. Inputs the pressure detected by the intake pipe pressure detecting means when the pressure reaches a predetermined value or more as the second pressure, and diagnoses the failure of the exhaust gas recirculation system based on the first pressure and the second pressure Anything can be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to the manufacturing industry of internal combustion engine devices and the manufacturing industry of automobiles equipped with such internal combustion engine devices.

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear Shaft, 33 Pinion gear, 34 Carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit ( Battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 7 6 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection Valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam Position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve Timing mechanism, 159 a knock sensor, 160 EGR system, 162 EGR pipe, 163 a stepping motor, 164 EGR valve, 165 EGR valve opening sensor, 166 temperature sensor, MG1, MG2 motor.

Claims (9)

Exhaust gas that recirculates exhaust gas by adjusting the recirculation amount of the exhaust gas to the intake pipe by adjusting the opening of an exhaust gas recirculation valve provided in a communication pipe that connects the exhaust pipe and the intake pipe An internal combustion engine device comprising: an internal combustion engine to which a recirculation device is attached; and an electric motor capable of motoring the internal combustion engine,
An intake pipe pressure detecting means for detecting the pressure of the intake pipe;
The internal combustion engine and the electric motor are controlled so that the internal combustion engine is motored in a state where fuel injection is stopped when a predetermined diagnosis condition is satisfied, and the exhaust gas is controlled while the internal combustion engine is motored. After the recirculation valve is fully closed and the exhaust gas recirculation valve is fully closed, the pressure detected by the intake pipe pressure detection means is input as the first pressure, and after the first pressure is input When the exhaust recirculation valve is set to a predetermined opening and the exhaust recirculation valve is set to the predetermined opening, the intake pipe pressure is detected when the estimated value of the intake air amount reaches a predetermined value or more. Failure diagnosis means for inputting a pressure detected by the means as a second pressure and diagnosing a failure of the exhaust gas recirculation device based on the first pressure and the second pressure;
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The failure diagnosing means uses the suction value when the count value counted up using a larger value as the number of revolutions of the internal combustion engine increases as the count-up amount of the count value counted up every predetermined time reaches the predetermined count value. Means for inputting the second pressure on the assumption that the estimated value of the integrated value of the air amount has reached a predetermined value or more;
Internal combustion engine device. An internal combustion engine device according to claim 1 or 2,
The failure diagnosis means is means for controlling the internal combustion engine to be motored at a rotation speed when the predetermined diagnosis condition is satisfied.
Internal combustion engine device. An internal combustion engine device according to any one of claims 1 to 3,
The failure diagnosis means is a means for diagnosing that a failure has occurred in the exhaust gas recirculation device when a value obtained by subtracting the first pressure from the second pressure is less than a predetermined pressure.
Internal combustion engine device. An internal combustion engine device according to any one of claims 1 to 3,
The failure diagnosis means is a pressure detected by the intake pipe pressure detection means in a state where the exhaust gas recirculation valve is fully closed and the exhaust gas recirculation valve is fully closed after inputting the second pressure. Is inputted as a third pressure, and the exhaust gas recirculation device is diagnosed for failure based on the first pressure, the second pressure, and the third pressure.
Internal combustion engine device. An internal combustion engine device according to claim 5,
The failure diagnosis means diagnoses that a failure has occurred in the exhaust gas recirculation device when a value obtained by subtracting an average value of the first pressure and the third pressure from the second pressure is less than a predetermined pressure. Is a means to
Internal combustion engine device. An internal combustion engine device according to any one of claims 1 to 6,
Connected to three shafts of the output shaft of the internal combustion engine, the rotating shaft of the electric motor, and a third shaft, and power is supplied to the remaining shaft based on the power input / output to any two of the three shafts. 3-axis power input / output means for input / output,
An internal combustion engine device comprising:   8. An automobile mounted with the internal combustion engine device according to claim 7, wherein the third shaft is connected to an axle. Exhaust gas that recirculates exhaust gas by adjusting the recirculation amount of the exhaust gas to the intake pipe by adjusting the opening of an exhaust gas recirculation valve provided in a communication pipe that connects the exhaust pipe and the intake pipe A failure diagnosis method for the exhaust gas recirculation device in an internal combustion engine device comprising: an internal combustion engine to which a recirculation device is attached; and an electric motor capable of motoring the internal combustion engine,
The internal combustion engine and the electric motor are controlled so that the internal combustion engine is motored in a state where fuel injection is stopped, and the exhaust gas recirculation valve is fully closed in a state where the internal combustion engine is motored. The estimated value of the integrated value of the intake air amount reaches a predetermined value or more with the first pressure being the pressure of the intake pipe pressure and the exhaust gas recirculation valve at a predetermined opening after the detection of the first pressure. A second pressure that is a pressure of the intake pipe at the time of detection is detected, and a failure of the exhaust gas recirculation device is diagnosed based on the first pressure and the second pressure,
A fault diagnosis method for an exhaust gas recirculation device.

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